Control apparatus



Dec. 31,1946. R R sT 2,413,390

C ONTROL APPARATUS Filed May 51, 1944 3 Sheets-Sheet l JNVENTOR R05 R. SIPZDEQS f Fab-x Q aroma Dec. 31, 1946. R, S VE S 2,413,390

CONTROL EBPABATUS Filed May 3]., 194.4 3 Sheets-Sheet 2 INVEITOK E0 3 6255-08228 AHURNEY Dec. 31, 1946. STEVENS 2,413,399

CONTROL AEPEBATUS Filed May 31, 3.944

3 Sheets-Sheet 5 FULL SPEED INVENTOK Reg; E. fievem ATI'OM Patented Dec. 31, 1946 UNITED STATES PATENT CONTROL APPARATUS Roy R. Stevens, Forest Hills, Pa., assignor to The Westinghouse Air Brake Company, Wilmerdin Pa, a corporation of Pennsylvania Application May 31, 1944, Serial No. 538,183

12 Claims.

This invention relates to control apparatus and more particularly to the fluid pressure type.

The principal object of the invention is the provision of a, fluid pressure control apparatus which is operable automatically in response to appropriate operations of a manually operative controller, to control a plurality of different operations in a desired sequence, such for example, as are incident to controlling the starting, stopping and reversing of, and the supply of fuel to a reversible internal combustion engine, such as of the Diesel type.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings; Figs. 1, lA, when taken together with the right-hand edge of Fig. 1 matched against the left-hand edge of Fig. lA, is a diagrammatic View, mainly in section, of a fluid pressure control apparatus embodying the invention; Fig. 2 is a partial plan view of a manual control device shown in vertical section in Fig. 1; Figs. 3, 4, and are sectional views of said control device taken on lines 33, 44 and 5--5 in Fig. 1; Fig. 6 is a sectional view taken on line li5 in Fig. lA; and Fig, 7 is a cross-sectional view of a supply and release valve structure several of which are shown in side elevational in Figs. 1, 1-A.

Description In the drawings, the reference numeral I indicates a reversing control shaft of a reversible internal combustion engine, such as of the Diesel type, and this shaft may be connected to any conventional engine reversing means, such as a longitudinally movable cam shaft for reversing the valve gear or valve timing of the engine. Rotation of the reversing shaft l in a counterclockwise direction, as viewed in and to the position shown in the drawings. will condition the valve gear or timing to provide for operation of the engine in one or an astern direction, while rotation in the opposite direction to another position will condition said gear or timing to provide for operation of said engine in the opposite or an ahead direction.

The reference numeral 2 indicates a fuel control shaft of the above-mentioned engine, and the numeral 3 indicates a lever connected to said shaft for turning same to either of two positions, namely, a fuel cutoff position in which it is shown in the drawings, for cutting off the supply of fuel to the engine to cause stopping of the engine, and a fuel supply position indicated by a line 4, for

supplyin fuel to the engine to al ow operation thereof at a speed determined by the adjustment of the usual speed governor (not shown) associ-' pressed air is employed for starting, and the supply of such air to the engine may be controlled by any conventional starting air or relay valve device, such for example, as indicated in the drawings by the reference numeral 5. To. this starting air valve device are connected'a starting air supply pipe 6, a pipe I for conveying starting air to the engine, and a control pipe 8. Upon supply of fluid under pressure to pipe 8 the starting air valve device 5 will operate to supply starting air from pipe 6 to pipe I to cause starting of the engine, while upon release of fluid under pressure from the control pipe 8 the supply of starting air to pipe I will be cut off and said pipe may be vented. The control of the supply and release of fluid under pressure to and from pipe 8 will be hereinafter described.

The reference numeral 9 (Fig. 6) indicates an end portion on any rotatable part of the engine, such as the crank shaft, which rotates in a direction determined by the direction of operation of the engine. With the engine operating in one direction the crank shaft 9 will, therefore, turn ent positions to provide for operation of the engine in either one or the opposite direction there is provided a fluid motor II) which comprises a casing containing a piston II having at one side ,a pressure chamber 12 and at the opposite side a pressure chamber I3. The piston II has a, rod I4 projecting through chamber I3 and through a pressure head I5 closing the end of said chamber and into a casing member is secured to the outer face of the pressure head I5. Within the casing member IS the rod I4 is provided on one side with gear teeth meshing with teeth on a gear wheel H which is mounted on and secured to the reversing shaft I for turning same upon reciprocation of piston Ii. With piston I l in the position shown in the drawings and defined by contact of the piston with a pressure head I8 closing the end of chamber l2, the reversing shaft I will be'turned to the position shown in the drawings to condition the engine valve gear or valve timing to provide for starting and running of the engine in the astern direction, while upon movement of said piston to a position defined by contact of the piston with the pressure head I5 the reversing shaft I will be turned to its other position to condition the valve gear or timing of the engine to provide for operation thereof in its ahead direction.

Movement of piston II to the position shown in the drawings is arranged to be effected by supplying fiuid under pressure to pressure chamber I3 to act on one side of the piston with fluid under pressurereleased from chamber I2 at the oppo site side of the piston, while movement of the piston to the position defined by contact with pressure head I is arranged to be effected by supplying fluid under pressure to chamber l2 with fluid under pressure released from chamber l3.

The supply and release of fluid under pressure to and from chamber I3 is controlled by an astern pilot valve device l9 mounted onone side of a bracket depending from the fluid motor casing, while the supply and release of fluid under pressure to and from pressure chamber I2 is arranged to be controlled by an ahead pilot'valve device 2| mounted on the opposite side of said bracket.

The astern pilot valve device l9 comprises a supply and release valve structure .23 which is shown in section and on an enlarged scale in Fig. 7. This structure comprises a supply valve 24 contained in a chamber 25 and having a. stem 26 loosely extending through an opening 21 connecting said chamber to a chamber 28. The valve '24 is arranged to engage a seat in chamber 25 provided around the opening 21 for closing com munication between said chamber and chamber 28 and is movable out of contact with said seat for opening said communication. A spring 29 in chamber 25 acts on the supply valve 24 for urging same into contact with its seat.

In chamber 28 the supply valve stem 26 is connected to a guide 30 of enlarged diameter which is slidably mounted in a bore in the casing. The casing is provided with an annular recess encirclingthe guide 30 and containing a sealing ring 3| having sealing and sliding contact with said guide'for preventing leakage of fluid under pressure from chamber 28 past said guide to a chamber 32 provided at the end of said guide opposite the supply valve 24. Chamber 32 is in constant communication with atmosphere through a port 33 and contains a fluid pressure release valve 34 arranged to cooperate with a seat provided on the end of guide 30 for controlling communication between chamber 32 and a bore .35 extending through the guide 30, the valve stem 26 and the supply valve 24 and opening at itsopposite end to chamber 25. The release valve 34 is provided with .a stem 36 which is mounted to slide ina suitable bore in the casing.

In theastern pilot valve device I9 the end of the release valvestem 36 is engaged by a stem 3? projecting froma diaphragm follower 38 containedin a, chamber 39 which is in constant communication with atmosphere through a passage 49. The stem 3'5 is slidably mounted in a suitable bore in the casing and its end contacting the release valve stem 36 is disposed in a chamber 4| also open to atmosphere through a passage Passage 33 above mentioned is open to atmospheric chamber 4|.

The chamber 39 is formed at one side of a flexible diaphragm 43, which side also contacts the follower 38. At the opposite side of diaphragm 43 is a control chamber 44 whichisconnected to a control pipe 45. In chamber 39 a bias spring 46 acts on follower 33 for urging same and diaphragm 43 to a position defined by contact between said diaphragm and a stop 41 in the casing. With diaphragm 43 and follower 3B in this position, spring 29 is adapted to seat the fluid pressure supply valve 24 and the release valve-34is arranged to be open as shownin Fig. 7.

Movement-of diaphragm 43 and follower 38.from

"his position in the direction of chamber 39 to a position defined by contact between said follower and the casing causes the release valve 34 to move into seating engagement with the guide 30 and to then act through said guide to open the supply valve 24.

In the astern pilot valve device I9 chamber 28 is arranged to be constantly supplied with fluid under pressure from a fluid pressure supply pipe 48 through a passage 49 in bracket 20 and a passage 55 in said device, while chamber 25 is connected by a passage 5| to pressure chamber i3 at one side of the power piston II. In operation, when fluid is supplied to the control pipe and thence to chamber 44 above diaphragm 43 at a pressure which overcomes the opposing pressure of spring 46, the diaphragm 43 will deflect to close the release valve 34 and to open the supply valve 24 whereupon fluid under pressure will flow from the supply pipe 48 to passage 5! leading to pressure chamber l3 at one side of the power piston ll, while upon release of fluid under pressure from the control pipe 45 and diaphragm chamber 44, spring 46 will move follower 38 and diaphragm 43 to the position in which they are shown in the drawings to permit closing of the supply valve 24 by spring 29 and opening of the release valve 34 by pressure of fluid eifective in chamber 25, whereupon fluid under pressure will be released from the pressure chamber l3 to the atmosphere.

The ahead pilot valve device 2: is structurally identical to the astern pilot valve device is and briefly comprises a supply and release valve structure 52 like the valve structure 23 shown in Fig. 7. In this valve structure 52 chamber 28 is constantly supplied with fluid under pressure from the supply pipe 48 by way of passage 49 and a passage 53. Chamber 25 in this valve structure is connected by a passage 54 to pressure chamber 12 at the lefthand side of the power piston Ii. Diaphragm chamber 44 in the ahead pilot valve device 2! is connected to an ahead control pipe 55. It will thus be seen that upon supply of fluid under pressure to pipe 55 the ahead pilot valve device 2| will operate to supply fluid under pressure from the supply pipe 43 to pressure chamber I2 at the left-hand side of the power piston ll, while upon release of fluid under pressure from the control pipe 55 fluid under pressure will be released from said pressure chamber.

It will now be seen that when the ahead control pipe 55 is vented to atmosphere, in a manner which will be later described, causing opening of pressure chamber E2 to atmosphere, if fluid under pressure is supplied to the astern control pipe 45, the astern pilot valve device l9 will operate to supply fluid under pressure to pressure chamber !3 at the opposite side of the power piston to thereby create a diiferential in fluid pressures on said piston which will eifect movement thereof to the position shown in the drawings for thereby positioning the reversing shaft I to provide for operation of the engine in the astern direction.

On the other hand, if fluid under pressure is supplied to the ahead control pipe 55 when the astern control pipe 45 and the connected pressure chamber is are open to atmosphere, in a manner which will be later described, the ahead pilot valve device 2! will act to supply fiuid under pressure to pressure chamber l2, whereupon the power piston H will be moved from the position in which it is shown in the drawings to its opposite position defined by contact of the piston with pressure head 55 to thereby condition the reversing shaft l to provide for operation of the engine in the opposite or ahead direction.

When both of the control pipes 45 and 55 are open to atmosphere, both the astern pilot valve device l9 and the ahead pilot valve device 2| will operate to open the respective pressure chambers l3 and 2 to atmosphere, under which condition the pressures acting on the opposite sides of the power piston H will be the same and said piston will remain in the position to which it previously had been moved.

In the bracket 23 is a timing chamber or reservoir 55a which is connected by a passage 56 to the side outlet of a double check valve 5'1. One end of this double check valve is subject, through a passage 58, to pressure of fluid in the astern control pipe 45 while the opposite end is subject, r

through a passage 59, to pressure of fluid in the ahead control pipe 55. Upon supply of fluid under pressure to the astern control pipe G5 the pressure of this fluid acting on the one end of the double check valve 5? will move it to the position shown on the drawings for closing communication between passages 59 and 5% and for opening communication between passages 56 and 58 to thereby connect the timing chamber 55a to the astern control pipe 45 whereby the volume of said timing chamber is added to that of chamber ill at one side of diaphragm =33 in the astern pilot valve device l9. When fluid under pressure is supplied to the ahead control pipe 55 with the astern control pipe 45 vented. the pressure of this fluid being effective on the opposite end of the double check valve 5? will shift said valve to the position for closing communication between passage 56 and the astern control pipe 55 and for opening said passage to the ahead control pipe 55 for thereby connecting the timing chamber 55a to diaphragm chamber 54 the ahead pilot valve device 2!.

The ahead and astern control pipes 55 and 45, respectively, lead to a fuel cut ofi valve device these pipes there are disposed flow controlling valve devices d! and 52, respectively. The flow controlling valve device comprises a check valve 63 arranged to 'open upon flow of fluid under pressure through the ahead control pipe 55 in the direction of the ahead pilot valve device 2! to allow a relatively rapid rate of flow, but to close upon flow of fluid under pressure through said pipe in the opposite direction. A choke 5a through the check valve 63 connects the opposite sides thereof for restricting the rate of flow of fluid under pressure away from the ahead pilot valve device it, the flow capacity of this choke having a certain relation to the volume of the timing reservoir this which will hereinafter be brought out. The flow controlling valve device 52 in the astern control pipe s5 is identical to the fiow controlling valve device 5i and comprises a check valve 63 arranged to permit relatively rapid flow of fluid under pressure through said pipe in the direction of the astern pilot valve device l9 but to close upon flow in the opposite direction, while a choke 64 through said valve is arranged to limit the rate of flow in said opposite direction; the flow capacity of said choke also bearing a certain relation to the volume of the timing reservoir 55, which will be hereinafter brought out.

The fuel cut-off device fill is associated with the fuel control lever 3 and comprises a casing containing a piston 66 having a rod 5? arranged for i engagement with the end of said lever. At one side of piston 66 is a pressure chamber 68 which is open to a control pipe 6i) through which fluid under pressure is adapted to be supplied to and released from said chamber. Upon supply of fluid under pressure to chamber 68 the piston 66 will move to a position defined by contact of the piston with a shoulder III in the casing and this movement is adapted to act through rod 67 to move the fuel control lever 3 to the position shown in the drawings for cutting off the supply of fuel to the engine. At the opposite side of piston 66 is a non-pressure chamber H containing a spring 12 which is under pressure and acting on said piston in opposition to pressure of fluid in chamber 58. Upon release of fluid under pressure from chamber 68 this spring is adapted to move the piston 66 out of contact with shoulder iii and to a position defined by contact of the piston with a stop 12a for thereby drawing the piston rod 6'! in adirection away from the fuel control lever 3 to permit movement of said lever to a position such as indicated by line 4 for'supplying fuel to the engine.

At one side of the piston rod 67 is a latch 13 movable in directions toward and away from said rod. The piston rod 6'! has a recess 14 arranged to receive the end of latch 3 for holding said rod and fuel control lever, B in the fuel cut-off position shown in the drawings against movement by spring 32 upon release of fluid under pressure from chamber 68. The latch 13 is operatively connected to a piston l5 having at the latch side a pressure chamber i i which is open to a control pipe 11 and having at the opposite side a nonpressure chamber 18 containing a spring 29. This spring is under pressure and constantly actin on piston E5 to urge the latch '53 in the direction of the piston rod 6?. Upon supply of fluid under pressure to pressure chamber I6 such pressure is adapted to actuate piston '55 to withdraw the latch l3 from the piston rod 61. The latch 13 is slidably mounted in a bore in the casing and is provided with a peripheral recess containing a sealing ring til having sliding contact with the wall of said bore to prevent leakage of fluid under pressure from pressure chamber l6 along said latch. A similar sealing ring 8! is provided in 45 piston to prevent leakage past said piston from chamber '56.

Associated with the fuel cut-ofi valve device 60 are two interlock valve devices 32 and 83 which are structurally identical to the valve device 50 shown in Fig. 7 and hereinbefore described. In the interlock valve device 82 the chamber is connected to th ahead control pipe 55 and chamber 23 is connected to a control pipe 84, while in the interlock valve device 83 chambers 25 and 28 are connected, respectively, to the astern control pipe G5 and to a control pipe 85. The stems of the release valves in the interlock valve devices 82 and. 83 are both connected to a lever B! at one side of a pin 33 upon which said lever is iulcrumed. At the opposite side of pin 88 the lever 87 has an arm 39 the end of which is disposed in a recess in piston rod fil. With the pieton t5 and rod E'i in the position shown in the drawings the lever 8'! is operated by contact with said rod to seat the release valves 3 and open the supply valves 24 in the interlock valve devices 82 and 83, while upon movement of piston 86 to the position defined by contact of the pi ton with stop 72a, 2. spring 39 is adapted to rock said lever to a position to permit opening of said release valves and. closing of said supply valves. A reversing interlock structure 9i is mounted on the casing memberlfi which is connected to the pressure head if; of fluid motor it and this 75 structure comprises ahead and astern interlock 7 valve devices 92 and 93, respectively, and a starting interlock valve device 94.

The interlock valve devices 92, 93 and 94 may all be identical in structure to that shown in Fig. 7. In the interlock valve device 92 chamber 28 is connected to the ahead control pipe 84 while chamber 25 is connected to a pipe 95. In the astern interlock valve device 93 chamber 28 is connected to the astern control pipe 85 and chamber 25 is connected to a pipe 96. The pipes 95 and 96 are connected to the opposite ends of a double check valve device 9'. the third outlet of which is connected to a pipe 98 leading to one end of another double check valve device 99. The side outlet of the double check valve device 99 is connected to pipe 69 leading to piston chamber 80 in the fuel cut-off valve device 60. In the starting interlock Valve device 94 chamber 25 is connected to the starting control pipe 8 while chamber 28 is connected to a control pipe I (H.

The interlock valve devices 92, 93 and 94 are spaced from each other with their axes arranged, diagrammatically, in parallel relation and in the same plane. The release valve stems 35 of the interlock valve devices engage plungers I02 which are slidably mounted in suitable bores in the casing provided at one side of a longitudinally movable cam I03, and interposed between the end of each of said plungers and having contact with said side of the cam is a roller or ball I04.

The cam I03 is operatively connected by a pin N15 to one end of a rocker I06 which is mounted to turn on a fulcrum pin I 01 provided in the easing member I6. The pin I01 provides for rocking of the rocker I and thereby movement of the cam I03 in a direction parallel to the length of the piston rod I4. At each of the opposite sides of fulcrum pin I 01 the rocker I09 is provided with an operating finger I08, one of these fingers being provided for contact with a plunger I09 while the other is arranged for engagement by a similar plunger IIO. The two plungers I09 and H0 are mounted to slide in suitable parallel bores provided in the casing at one side of the piston rod I4, and the opposite ends of said plungers' contact said rod on the side opposite the gear IT.

The piston rod I4 is provided with two recesses I I I and I I2 arranged to receive the ends of plungers I09 and H0. These recesses which are arcuate in shape are spaced from each other and connected together by a flat surface lI3 formed below the surface of the piston rod at opposite ends of the two recesses.

With piston I I and rod I 4 in the position shown in the drawings it will be noted that plunger I09 is substantially at the bottom of recess II2 while plunger I I0 is out of said recess and both of said plungers are engaging the respective fingers I08 of rocker I06 thereby holding said rocker against movement and securing the cam I03 against movement out of the position in which it is shown in the drawings, which is one of three different positions in which the cam may be held, the other two of which will now be described.

Upon movement of piston II and rod I4 out of the position shown in the drawings in the direction of the right-hand the pin I I 0 will be permitted to move into recess II2 as the pin I09 is moved out of said recess and this movement of pin I09 will rock the rocker I06 in a clockwise direction. When the pin I09 is .moved out of recess I I2 to a position where the surface I I3 may move under said pin the rocker I00 will have obtained a neutral position and the cam I03 will have been moved from the position shown in the drawings in the direction of the right-hand to a second one of its positions. The surface I I3 is so arranged that upon continued movement of the piston rod I4 in the direction of the right-hand the pin IIO will then move out of recess H2 and onto said surface without changing the position of the rocker I06. The piston II and power piston rod I4 will then continue to move relative to and without further operation of rocker I 06 and cam I 03 until it approaches the pressure head I5 at which time plunger I09 will be engaged by the inclined surface of recess III adjacent the piston II. When this occur further movement of the piston rod I4 will then act through plunger I09 to rock the rocker I06 further in a clockwise direction and this will be permitted since plunger H0 will be positioned at this time to enter the recess I I I. By the time piston I I attains the position to contact with pressure head I5 the plunger I09 will have been moved out of the recess III and the plunger I I 0 will be substantially at the bottom of said recess, so that the cam I03 will have been moved past its neutral position to the third position.

It will thus be seen that as the piston II is moved from the position shown in the drawings to its opposite position the initial movement of the piston will move the cam I03 out of the position shown in the drawings to a neutral position and then said cam will remain in this neutral position until the piston II has substantially attained its opposite position at which time the cam I03 will be moved to a position opposite that shown in the drawings. Likewise, upon movement of piston II from the position defined by contact with pressure head I5 to the position shown in the drawings, the cam I03 will be shifted from its right-hand position first to its neutral position and then back to the position shown in the drawings, in a manner which will be apparent from the above description.

The cam I03 is provided with a recess II4, adapted to receive roller I04 of the starting interlock valve device 94 when said cam is in its neutral position to permit closing of the supply a valve 24 and opening of the release valve 34 in said interlock valve device, while in both extreme positions of said cam the roller I04 of said interlock valve device is adapted to engage the cam outside of the recess H5 for thereby operating said interlock valve device to open said supply valve and thus open communication between pipes IOI and 8.

The cam I03 is also provided with a relatively long recess II5 for receiving rollers I04 of the ahead and astern interlock valve devices 92 and 93. This recess is so arranged that with the cam I09 in the position shown in the drawings, the release valv 34 in the astern interlock valve device 93 will be open so as to open the astern control pipe 05 to atmosphere while in the ahead interlock valve device 92 the supply valve 24 will be open so as to open communication between the ahead control pipe 84 and pipe 95. In the opposite position of cam I03 the condition of the ahead and astern interlock valve devices 92 and 99 will be reversed, that is, so as to open the ahead control pipe 84 to atmosphere past the respective release valve 04 and connect the astern control pipe 85 to pipe 99 by way of the respective supply valve 24. In the neutral position of cam I03 the supply valve 24 in both the ahead and astern interlock valve devices 92 and 93 will be open so as to establish communication between pipes 84 and 95, and pipes 85 and 90, respectively. The reference numeral I 20 indicates a directional control valve device which is arranged to control a supply and release of fluid under presure to and from pipe 11 leading to pressure chamber 16 at one side of the latch piston in the fuel cut-off valve device 60. The directional control valve device I26 comprises a casing containing a double check valve I2I controlling communication between pipe 11 and two passages I22 and I23. In one position of the double check valve I2I, pipe 11 will be disconnected from passage I23 and connected to passage I22, while in another or upward position of said double check valve said pipe will be connected to passage I23 and disconnected from passage I22. The passages I22 and I23 lead respectively to chamber I28 in an astern valve device I24 and an ahead valve device I25.

The two valve devices I24 and I25 may be identical in construction each comprising a supply valve I25 contained in a chamber I21 and arranged to control communication between said chamber and a chamber I28. A spring I29 in chamber i2"! acts on valve I26 to seat same. In the astern valve device I24 chamber I21 is con nected to the astern control pipe 85, while in the ahead valve device I25 said chamber is connected to the ahead control pipe 84.

In each of the valve devices I24 and I25 the chamber I28 contains a release valve I39 which contacts a fluted stem projecting from the supply valve I26 and having in turn a fluted stem i3! slidahly mounted in a bore in a plunger I32 which is mounted to slide in a bore in the casing. Around plunger I32 in the casing is a recess containing a seal ring I33 having sealing and sliding contact with the peripheral surface of said plunger for preventing leakage of the fluid under pressure from chamber I28 past the plunger. The bore in plunger :32 in which stem I3I of the release valve I35 is slidably mounted opens to a larger bore I35 the outer end of which is closed by a hollow plug 135. The bore I34 is constantly open to atmosphere through one or more ports iZB provided adjacent the closed end of plug I35. A plunger 31 loosely mounted in bore I34 has one end in contact with the release valve stem I3I and is provided at its opposite end with an en larged head I38 which may be of smaller diameter than said bore to allow flow of fluid past said head upon opening of the release valve I30. Against the head I38 bears one end of a spring I39 the opposite end of which is supported by contact with the inner end of plug I35. This spring is under compression and therefore constantly effective to urge the plunger I32 in a direction away from and thus out of seating engagement with the release valve I30.

The casing of the directional control device is provided midway between the outer ends of the two plugs I35 with a depending lug I40 carrying a fulcrum pin I4I upon which is rockably mounted a lever I42 having two oppositely arranged arms I53 one of which is disposed over the end of each of the plugs I35. In the end of each arm I43 is secured an adjustable actuating screw I44 which engages the respective plug I35. With the parts of the directional control valve device in the positions shown in the drawings the two screws I44 are so adjusted as to permit springs I25 to move the respective supply valves into contact with their seats and to permit movement of plungers I32 by springs I39 out of contact with the respective release valves I36. 1

The lever I42 is also provided with a depending I operating arm 35 the end of which is loosely ac- 10 commodated in a slot I46 provided in and open to the peripheral edge of a friction disk I41. The disk 41 is carried on one end of a plunger I48 which is slidably mounted in a bore provided in a casing structure I49 which is adapted to be rigidly supported with respect to the engine so as to support the friction disk in coaxial relation with the end of the engine crank shaft 5, as shown in Fig. 6. The plunger I48 is also eifective in the capacity of a piston for moving the friction disk into frictional contact with the end of the engines crank shaft 6, and to effect such movement its inner end is adapted to be subjected to pressure of fluid in a pressure chamber I50 which is open to the starting control pipe 8.

For controlling operation of the apparatus so far described there is provided an operators control valve device I which may be located immediately adjacent the engine or at any desired remote control station. The operators control valve device comprises what may be called ahead and astern control valve devices I56 and I51, respectively, a sto valve device I58, a start valve device i59, and a self-lapping speed control valve device I60.

The ahead and astern control valve devices I56 and I51, the stop valve I58 and the start valve device I59 may all be structurally like the valve device shown in Fig. 7, and the fluid pressure supply chamber 23 in all of these valve devices is arranged. to be constantly supplied with fluid under pressure from a supply pipe I52. Fluid at a desired reduced pressure, such as 100 lbs. per square inch, is supplied to pipe 152 from the supply pipe 58 by operation of any suitable pressure reducing valve device I63.

The supply valve chamber 25 in the ahead and astern control valve devices I56 and I51 are connected to the ahead and astern control pipes 8 3 and 85, respectively. Chamber 25 in the stop 'valve device I58 is connected to a pipe I64 which leads to the end of double check valve 99 opposite to that which pipe 98 is connected. Chamber 25 in the start valve device I59 is connected to pipe IIJI.

The operators control valve device further comprises an operating shaft I65 which is supported and suitably journaled at opposite ends in the casing. The shaft I55 is in the form of a tube and mounted within said shaft for longitudinal movement is an operating plunger I66 which extends out beyond the opposite ends of said shaft. Secured to the exterior of the operating shaft I55 is a member I61 on the peripheral surface of which are provided three cams I68, I69 and I15.

The operating shaft I65 has a slot I'II through one side thereof, and registering with this slot is a through slot I12 in the plunger I65 and a slot I13 in the member I61. Extending through these slots is a part I14 of an operators control lever I15. In the end of the part I14 is a slot through which extends a pin I16 which is secured in the plunger I66. The lever I15 is mounted to turn on a pin I11 secured in an upward extending projection I18 of member I51. By this construction it will be seen that movement of the operators control lever I15 in a direction lengthwise of plunger I66 will move said plunger relative to the operating shaft- I55 in either one direction or in the opposite direction and without turning said shaft; while movement of said lever in the direction circumferentially of the shaft I65 will turn said shaft without longitudinal movement of plunger I65.

The operators control lever I15 extends 1?. through a slot I19 provided-in a cover I85 secured to the casing of the device. This slot xtends in a direction to permit movement of the operators control lever to rock the shaft I55 and cam member I51. In the slot I19 the operators control lever I15 may have a neutral position in which it is shown in Fig. 2 and may be movable from this position in either an Ahead direction or in the opposite or an Astern direction as indicated by legends in Fig. 2.

Midway between the ends of the slot I19 there is a relatively shallow recess IBI open to one side of said-slot and into which the operator's control lever is adapted to be moved out of said slot for moving the plunger I65 longitudinally in one direction in the operating shaft I65. At one side of the recess I 8| and opening to the opposite side of said slot I19 is another relatively shallow recess I82 into which the operators control lever is adapted to be moved for moving the plunger I56 lengthwise in the shaft I55 in the opposite direction. At the opposite side of recess I8I is a third recess I83 for receiving the lever I75 to permit movement of plunger I56 in the same direction as when moved into the recess I82.

The operators control lever I15 has a Stop position in recess Hill which position is adjacent it's neutral position, above mentioned, in slot I19. At the Ahead side of neutral position the operators control lever has an engine Idle position in slot I19 opposite recess I82 and an engine Start position in said recess. Movement of the lever beyond the Idle position in the direction of the legend Ahead is adapted to accelerate the engine in a manner to be later described in accordance with the position of said lever between Idle position and the eXtreme end of 'slot I19, full speed of the engine being obtained at said end of slot I19 indicated by the legend Full speed. Corresponding Idle, Start and Full speed positions of the operator's control lever are provided at the opposite or Astern side of neutral position, said Start position being provided in recess I83. The space between recess I83 and the Astern end of slot I19 constitutes the speed control zone for operation of the engine in the Astern direction.

The ahead and astern valve devices I55 and I51 are arranged with the axes of the release valve stems 35 at right angles to the axes of cams I68 and I and in contact respectively with the peripheral surface-s thereof. The cam IE8 is so designed as to actuate the astern valve device I51 to connect the fluid pressure supply pipe I62 to the astern control pipe 85 when the operators control lever I is in any position between and including the Idle and Full speed positions at the Astern side of neutral position and to permit operation of said valve device to open the control pipe 85 to atmosphere in all other positions of said lever. The cam I10 is identical to cam I58 but reversely arranged so as to thereby actuate the ahead valve device I55 to open the ahead co trol pipe 84 to the fluid pressure supply pipe I62 in and between the Idle and Full speed positions at the Ahead side of neutral position of lever I15 and to permit operation of said valve device to open the ahead control pipe 84 to atmosphere in all other positions of said lever.

The self-lapping speed control device I60 is provided to vary pressure of fluid in a speed control pipe I 64a to govern means, not shown in the drawings and which form no part of the present invention, for varying the speed or power output of the engine inproportion to the pressure" of such fluid. By way of illustration the device IEII- may be substantially like that fully disclosed in the patent to Harry G. May, No. 2,381,222, issued August '1, 1945, and assigned to the assignee of the present application and therefore comprises a control plunger I and means (not shown) governed by displacement of said plunger from a normal position, in which it is shown in the drawings, into the device to provide fluid in pipe I'd-4a at a pressure corresponding to the degree of such displacement. With plunger I85 in its normal or outermost position a minimum pressure of fluid such as atmospheric will be provided in pipe Iiida which is adapted to cause operation of the engine at idling speed.

The cam I 69 is provided for controlling the displacement of plunger I85 and is operatively connected thereto through the medium of one end of the arm I85 an opposite end of which is fulcrumed to rock on a pin I81, The cam I 69 is so designed (Fig. 4) as to allow the plunger I85 to remain in its normal position shown in the drawings with the operator's control lever I15 in any position between and including the two Idle positions, and is operable upon movement of the lever beyond either of the Idle positions to depress the plunger I85 in proportion to the extent of such movement. The maximum displacement of plunger I85 into the device and, therefore, the maximum pressure of fluid will be obtained in the speed control pipe I64a upon movement of the operators control lever to either of the Full speed positions.

one end of plunger I56 is operatively connected to one end of a lever I90. The opposite end of this lever i fulcrumed on a pin I9I secured in the casing while an intermediate portion of said lever contacts the release valve stem 35 of the starting valve device I59. These parts are so arranged and designed that movement of plunger I55 in response to movement of the 0perators control lever I 15 to either Start position, i. e., into either of the starting recesses I82 or I83, will operate the start valve device I59 to supply fluid under pressure to the start control pipe I III, while with said lever out Of the recesses I82 or I83 said valve device will operate to release fluid under pressure from pipe IOI.

The opposite end of plunger I56 is operatively connected to one end of a lever I93 the opposite end of which is fulcrumed on a pin IS I- secured in the casing. An intermediate portion of lever I53 contacts the release valve stem 36 of the stop valve device I58 and the parts are so arranged that upon movement of lever I15 into recess I8I the longitudinal movement of plunger I66 will operate the stop valve device I58 to supply fluid under pressure from the supply pipe I62 to pipe I64. With the operators control lever I15 out of recess I8I the plunger I66 will be positioned to effect operation of the stop valve device I58 to open pipe I64 to atmosphere.

Operation In operation, let it be initially assumed that the operators control lever I15 is in neutral position as shown in Fig. 2, in which position the ahead and astern valve devices I55 and I51 will be in the position opening the ahead and astern pipes'84 and 85, respectively, to atmosphere, the stop valve device I58 will be in the position opening pipe I54 to atmosphere, the start valve device I59- will be in the position opening pipe IDI toatmosph'ere, and the plunger I55of the speed- 13 control valve device I80 will be in the normal position shown in the drawings.

Let it further be assumed that the engine is stopped from previous operation in an astern direction, under which condition the power piston II will be occupying the position shown in the drawings for positioning the reversing shaft I for operation of the engine in the reverse direction. With the power piston II thus positioned the parts of the reversing interlock structure GM will occupy the positions in which they are shown in the drawings in which the starting interlock valve device 94 will be in the position opening .pipe 8 to pipe which is open to atmosphere through the start valve device I59. The starting air valve device will therefore be conditioned to close communication between pipe i and pipe 6 which latter pipe may be assumed to be supplied with starting air.

With pipe 8 open to th atmosphere fluid will be released from chamber I50 in the directional control valve device I to permit disengagement of disk I4! from the crank shaft 9, whereupon the parts of the directional control valve device will assume the positions in which they are shown in Fig. 1A due to the centralizing action of springs I29 on the supply valves 529 and of springs I39 on plungers I32. With the release valves I thus opened, the latch piston chamber 16 in the fuel cut-off valve device 60 will be open to atmosphere through pipe TI, past the double check valve I2I and either one or the other of said valves depending upon the position of the double check valve. In the fuel cut-01f valve device 80 spring I9 will therefore be effective to urge the latch I3 into contact with the piston rod 61.

Let it further be assumed that piston 65 and rod IS! in the fuel cut-off device I59 are positioned as shown in the drawings holding the fuel control arm 3 in the osition for cutting off the supply of fuel to the engine and in which position latch I3 will interengage with said rod within recess I4 to maintain the fuel cut off with fluid released from piston chamber 58 by way of pipe 69 through the double check valve device 99, pipe I84 and the stop valve device I53 in the operators control device. The manner in which piston 66 is operated to cut off the supply of fuel to the engine and in which latch I3 is rendered effective as just described will become apparent from description to follow.

With rod EI in the fuel cut-off device in the position just described lever 81 will be operated to effect operation of the interlock valve devices 82 and 83 to open pipes and 55 to pipe 85 and 84, respectively, which latter pipes are open to atmosphere through valve devices I5! and I58, respectively, in the operators control valve device, as above described. With pipes 45 and 55 open to the atmosphere, the parts of the astern pilot valve device I9 and of the ahead pilot valve device 2I associated with the fluid motor I0 will assume the positions in which they are shown in the drawings to open chambers I3 and i2, respectively, at opposite sides of the power piston I I to atmosphere.

Let it further be assumed that pipe 48 is supplied with fluid at the required pressure from any suitable source. Fluid thus supplied to pipe 48 will flow to chambers 28 in the astern pilot valve device I9 and in the ahead pilot valve device 2I associated with the fluid motor I0, and also to the reducing valve device I83 which will then operate to supply fluid at the desired reduced pressure to pipe I62. Fluid supplied to pipe 14 I62 will then flow to chamber 28 in the ahead and astern valve devices I56 and I51, respectively, in the stop valve device I58 and in the start valve device I59 in the operator's control valve 5 device.

If the operator now desires to start theengine in the direction of previous operation, that is, in the astern direction, he will move lever I15 from neutral position in the Astern direction to Idle position adjacent recess I83 and then if desired directly into said recess. This movement of lever II5 to the Astern Idle position will effect operation of the astern valve device I51 to supply fluid under pressure to the astern control pipe 85, while movement of the lever into recess I83 will effect operation of the start valve device I59 to supply fluid under pressure to pipe IOI leading to the reversing interlock structure 9|.

Fluid under pressure thus supplied to the astern control pipe 85 will flow to the supply valve chamber I21 of the astern valve device I24 in the directional control valve device I20 but the respective supply valve I26 will be closed at this time. Fluid supplied to the astern control pipe 85 will, also flow to the astern interlock valve device 93 in the reversing interlock structure 9| but the supply valve 24 of this valve device is also closed at this time. Fluid under pressure supplied to the astern control pipe 85 will also flow to the interlock valve device 83 in the fuel cut-off valve device 60 and since at this time the valve device 83 is conditioned to open communication between pipes 85 and 45 fluid under pressure will flow to pipe 45 and thence past check valve 63 therein to the lower end of the double check valve 51 in bracket 20 depending from the fluid motor I0, and also to diaphragm chamber 44 in the astern pilot valve device I9 carried by said bracket. The pressure of fluid thus provided on the lower end of the double check valve 51 will shift same to the position shown in the drawings, in case said check valve is not already thus positioned, whereupon fluid will also fiow from pipe 45 into the 45 timing chamber 55a.

When the pressure of fluid in diaphragm chamber 44 of the astern valve device I9 and in the connected timing chamber 55a then becomes sufficient to overcome the opposing pressure of spring 48 on diaphragm 43 said diaphragm will be deflected to its lower position to operate the supply and release valve structure 23 to supply fluid under pressure from passage 50 to passage 5! leading to pressure chamber I3 at the right hand side of the power piston II. With piston I I in the astern position, as shown in the drawings, the pressure of fluid thus provided in pressure chamber I3 will be without effect, it being noted that the reversing shaft I is already in the position of previous operation of the ngine to provide for operation in the same or astern direction.

At the same time that fluid under pressure flows from the control pipe 85 to the various parts above described, fluid under pressure supplied by the starting air valve device I59 to pipe I0! will also flow through the starting interlock valve device 94 of the reversing interlock structure 9| to pipe 8 and thence to the starting air valve de vice 5. The pressure of fluid thus provided through pipe 8 to the starting air valve device 5 will then effect operation thereof to supply fluid under pressure from pipe 6 to pipe I leading to the starting mechanism of the engine. The engine Will then start to turn under the pressure" 15 of fluid provided through pipe I and in the direction determined by the position of the reversing shaft I.

When fluid under pressure is supplied to pipe 8 to effect starting of the engine as just mentioned fluid will also flow from said pipe to chamber I50 of the directional control device I20 and therein act on plunger I48 to move disk I41 into frictional contact with the end of the crank shaft 9. Then as soon as the engine and crank shaft 9 start to turn under pressure of starting air supplied through pipe 1 and in the direction determined by the reversing shaft I, such turning will cause rocking of the friction disk I41 in a corresponding or counterclockwise Or astern direction, as viewed in Fig, 1-A, and this rocking of the disk I41 will act to turn lever I42 in a clockwise direction about its connection with pin I II.

In the astern valve device I24, this rocking of lever I 42 in a clockwise direction will move plunger I32 into seating contact with the release valve I36 and then act through said valve to unseat the respective supply valve I26, whereupon fluid un der pressure from the astern control pipe 85 will flow past said supply valve to passage I22 and thence to the upper end of the double check valve I2I. With the double check valve I2I already in the position shown in the drawings, fluid under pressure supplied to passage I22 will flow past said check valve to pipe I1 and thence to pressure chamber i at one side of the latch piston I5, and when this pressure becomes sufiicient to overcome the opposing forc of sprin 19 said piston will be moved in a direction away from rod 61 for thereby withdrawing the latch 13 from the recess I4. At this time piston chamber 68 is open to atmosphere as above described, so that as soon as latch I3 is withdrawn from recess I4 spring I2 will move piston 65 and thereby rod 61 to the position defined by contact between said piston and stop 12a, and this will permit movement of the fuel control lever 3 from its fuel cut-oil position to the position indicated by line 4 for supplying fuel to the engine. With the engine already turning under ressure of the starting air provided through pipe I, this supply of fuel to the engine will allow the engine to fire and to then run on fuel.

After the engine is thus running on fuel the operator will move lever I15 out of the startin recess I83 back into slot I19 and if the lever is allowed to remain in the adjacent Idle position the engine will continue to turn on fuel at a minimum or idling speed. This movement of the operators control lever out of recess I83 will effect operation of the starting valve device I59 to release fluid under pressure from pipe IIJI and thereby from the connected pipe 8 so that the starting valve device 5 will then operate to cutoff the supply of starting air to pipe I and thus to the cylinders of the engine. This release of fluid under pressure from pipe 8 will also result in release of fluidunder pressure from piston chamber I50 in the directional control valve device I2il, whereupon the friction disk I41 may free itself from the revolving crank shaft 9. The parts of the directional control valve device I20 will then return to the positions in which they are shown in the drawings under the action of springs I29 and I39, as above described. With the directional control valve device thus returned to its. normal condition fluid under pressure will be released from chamber IS in the fuel cut-off valve device 69. by way of pipe 11, past the double check valve I 2I and thence past the release valve I39 in the astern valve device I24 of the directional control valve device. Upon this release of fluid under pressure from chamber I6 in the fuel cut off valve device spring I9 will move latch I3 against the piston rod 61 so as to become effective to hold said rod in the position for cutting off the supply of fuel to the engine upon subsequent movement of said rod and of piston 66 to such position.

With the engine now running on fuel, the operator may accelerate the engine to any desired degree by moving the lever from Idle position adjacent recess I83 in the direction of the legend Astern (Fig. 2) for thereby effecting operation of the self-lapping valve device I60 to provide fluid at the proper pressure in the speed control pipe I64a.

When piston 66 and rod 6'! in the fuel cut-ofi valve device 60 are returned to the position defined by contact between said piston and stop 12a as above described, the lever 81 is operated to permit operation of the interlock valve dew'ces 82 and B3 to close communication between pipes 84 and 85, and 55 and 45, respectively, and to open the latter two pipes to atmosphere. The opening of pipe 55 to atmosphere at this time is immaterial since it is void of fluid under pressure as will be apparent from the above description, but the opening of pipe to atmosphere will permit release of fluid under pressure from the timing chamber a and diaphragm chamber 44 in the astern valve device 9 at a rate determined by the flow capacity of choke 64 in the check valve device 62 with respect to the volume of said chambers. This rate is such as to maintain the astern valve device IS in the condition supplying fluid under pressure to pressure chamber I3 for a certain interval of time, such as thirty seconds, after which the pressure in said chambers will become sufficiently reduced for spring as in the astern valve device 9 to move diaphragm 43 to its upper position and permit operation of the valve structure 23 to close communication between the fluid pressure supply passage 50 and pressure chamber I3 and to open said chamber to atmosphere for releasing actuating fluid pressure from said chamber.

One reason for this thirty second delay will be hereinafter described, but a second reason is as follows. Some motors such as the fluid motor I0 may be provided with what may be termed a hydraulic dampener which comprises a piston arranged to be subjected to oil under pressure opposing movement of the piston II out of the position to which it is moved by fluid pressure,

such as the position in which it is shown in the drawings, upon release of actuating fluid, as from pressure chamber I3 in the operation under consideration. Oil pressure for actuating this looking piston is, under certain conditions, obtained from the lubricating system of the engine and to obtain such pressure it is therefore necessary that the engine operate for a certain period of time, and this period of time is less than the delay in operationof the astern valve device I9 to release fluid from pressure chamber I3. Thus the choke G4 and timing chamber 55 are effective to maintain the astern valve device I9 in. the condition maintaining pressure of fluid effective in pressure chamber I3 until after the hydraulic dampener becomes effective, following which the fluid pressure will be released from pressure chamber I3, as above described, and the power piston II and reversing shaft I will then remain in the selected position.

If the operator now desires to stop the engine he will move the control lever I15 back to neutral position (Fig. 2) to permit operation of the astern valve device I51 to open the astern control pipe 85 to atmosphere. The operator will then shift the lever I15 into recess IBI for operating the stop valve device 158 to supply fluid under p sure to pipe I64. Fluid thus supplied to pipe we will flow through the double check valve device 99 to pipe 59 and thence to piston chamber 68 in the fuel cut-oil valve device 69. The pressure of fluid thus obtained in chamber 58 and acting on piston 65 will then move said piston and rod 68 to the position defined by contact between said piston and shoulder and this movement will mOVe the fuel control lever 3 from the fuel supply position indicated by line 4 to the fuel cut-off position shown in the drawings, for thereby cutting oil the supply of fuel to the engine, whereupon the engine will stop.

When rod 61 in the fuel cut-off valve device attains the position shown in the drawings the latch 13 will be moved by spring 19 into the recess 14 in said rod. The operator may then move the control lever I15 out of the recess I8I back into slot I19 to effect operation of the stop valve device 558 to release fluid under pressure from chamber 68 in the fuel cut-off valve device 69, since the latch 13 will hold rod 61 in the position for maintaining the supply of fuel to the engine out off. I

If the operator now desires to start and run the engine in the ahead direction he will move lever I 15 from its neutral position in the direction of the legend Ahead to the Idle position and then if desired directly into the recess I82. This movement of lever I15 to Ahead Idle position will operate the ahead Valve device I56 to supply fluid under pressure to the ahead control pipe 84 and movement into recess 182 will operate the start valve device I59 to supply fluid under pressure to pipe IilI and with the reversing interlock structure 9I in the position in which it is shown in the drawings, fluid under pressure supplied to pipe I91 will flow to pipe 8 and cause operation of the air starting valve device 5 to supply air to the starting pipe 1 and thence to the engine which v will act to cause turning of the engine in the direction of previous operation.

At the same time as starting air is supplied through pipe 1 to the engine as just described, fluid under pressure will also flow from the ahead control pipe 84 through the ahead interlock valve device 92 in the reversing interlock structure 9| to pipe 95 and thence through the double check valve 91, pipe 98, double check valve device 99 and pipe 69 to piston chamber 68 in the fuel cut-oil valve device to insure that piston and rod 51 will maintain the fuel cutolf lever 3 in the fuel cut-off position, and to also effect operation of the le er 81 to actuate the interlock valve devices 82 and 83 to their communication opening positions shown in the drawings, in case they are not alreadyin such position. Fluid supplied to the ahead control pipe 34 will then flow through the interlock valve device 82 to pipe 55 and past check valve 63 therein to one end of the double check valve 51 in the bracket 29 depending from the fluid motor I9 and also to diaphragm chamber 44 in the ahead pilot valve device 2|. With the operators control lever I15 in the Ahead Idle position or in recess I53 the astern control pipe 85 will be open to atmosphere through the astern valve device I51, and as a result, the lower end of the double check valve 51 is and dlpahragm chamber 44 in the astern pilot valve device I9 will be open to atmosphere and said pilot valve device will be conditioned to open the power piston chamber I3 to atmosphere. The pressure of fluid provided through the ahead control pipe 55 to the upper end of the double check valve 51 will therefore shift said valve to its lower position and fluid under pressure will then be supplied to the timing chamber 55a. at the same time as to chamber 44 in the ahead valve device 2I. When a sufiicient degree of pressure is thus obtained in the timing chamber 55a and chamber 44 in the ahead pilot valve device 2| to overcome the opposing pressure of spring 46 on the respective diaphragm 43, said valve device will operate to supply fluid under pressure to power piston chamber I2. With chamber I3 open to atmosphere, the pressure of fluid thus provided in chamber I2 will then move piston II in the direction of the right hand,

The initial portionof this movement of; piston II will actuate cam I93 in the reversing interlock structure 9| to effect operation of the starting interlock valve device 94 to cut off the supplyof fluid under pressure to pipe 8 and to open said pipe to atmosphere whereupon the supply of starting air to pipe 1 will be cut oif and said pipe will also be open to atmosphere. Thus 'while starting air maybe supplied to the engine at the time of initiating the reversing operation the supply is immediately cut oif and then maintained cut off until after the reversing operation is completed as will be later brought out. I

The initial movement of cam I03 in response to movement of piston II in the direction of the right hand will also effect operation of the ahead interlock valve device 92 to close communication between the ahead control pipe 84 and pipe and open the latter to atmosphere for thereby releasing fluid under pressure from piston chamber 68 in the fuel cut-off valve device fiil. Due to the action of latch 13 the piston 65 and rod fil will, however, remain in the condition holdingthe fuel supply arm 3 in the fuel cut-off position; as shown in the drawings. The initial movementiof cam I03 will also effect operation of the astern valve device93 to establish com'munication between pipe 95 and the astern control pipe 85, as

required for subsequent reversal of the engine, but this is immaterial to the present operation. As the piston II is movedin the direction of pressure head I5 it acts through gear I1 to turn the reversingshaft I- from its astern position in the direction of its ahead position for conditioning the valve gear or timing of the engine to provide for operation in theahead direction, and as said piston approaches said pressure head thecam I03 will act to effect operation of the starting interlock valve device 94 to reopen communication between the starting control pipe I l'II and pipe 8 so asto supply fluid under pressuretothe starting air valve device 5 for effecting operation thereof to supply starting air to the pipe1-.-' It will benoted that this supply of starting all to pipe 1 will not be obtaineduntil the piston II is substantially in contact with the pressure head I5 and the reversing shaft I9 substantiallyobtairzs its ahead position. Thus after the valve timing or valve gear of the engine has been conditioned to provide for operationof'the engine in the ahead direction starting air will-be sup- :plied through pipe 1 to the engine to cause same to start turning in said direction.

Pressure of fluid provided in pipe 8 for effecting operation of the starting air valve 5 to supply 19 starting air to the engine, is also effective in pressure chamber I50 in the directional interlock valve device I20, to actuate piston I48 to move disk I41 into frictional contact with the end of crank shaft 9. As soon as the engine starts turning under-the pressure of air supplied to pipe I, the friction disk I41 will therefore turn in the same direction as the crank shaft 9 is turning and with the crank shaft 9 turning in the ahead direction said disk will actuate lever I42 in a counterclockwise direction. This operation of lever I42 will effect operation of the ahead valve device I25 in the directional control valve device to open communication between the ahead control pipe 84 and passage I23 whereupon fluid under pressure from said pipe will flow through said passage to the double check valve I2I and shift said valve to its upper position. With the double check valve in its upper position fluid under pressure will then flow from passage I23 to pipe 11 and thence to the latch piston chamber I6 in the fuel cut-off valve device 60. The pressure of fluid in chamber IE will then move piston against spring I9 and withdraw latch 13 from recess I4 whereupon, with piston chamber 68 vented by way of the ahead interlock valve device 92 in the reversing interlock structure SI as above described, spring 12 will move piston 66 and rod 61 to the position defined by contact between said piston and stop 12a. This operation of rod 61 will then permit movement of the fuel control lever 3 from its fuel cut-off position shown in the drawings to the position indicated by line 4 for supplying fuel to the engine, so that said engine may fire and run on fuel.

After the engine is running on fuel the operator will move the control lever I15 out of the recess I 82 back into the slot I19 and this movement will effect operation of the starting valve device I59 to release fluid under pressure from pipe IUI, and thereby from pipe 8. This'release of fluid from pipe 8 will effect operation of the starting air valve device 5 to cut off the supply of starting air to pipe 1 and open said pipe to atmosphere. Therelease of fluid under pressure from pipe 8 and thus from pressure chamber I56 in the directional control valve device, I 20 will also relieve the friction disk I4I of force urging it against the end of the crank shaft 9, whereupon the parts of the directional control valve device I20 will return to the position in which they are shown in the drawings, in which position fluid under pressure will be released from pressure chamber I6 in the fuel cut-off valve device by way of pipe 11 past the double check valve I2I in the directional control valve device I 20 and thence past the release valve I in the ahead valve device I25. In the fuel cut-off valve device, spring 19 will then urge latch I3 against the rod 61 so that it may be effective to latch said rod in its fuel cut-01f position upon subsequent supply of fluid under pressure to piston chamber 68.

When the fuel cut-off piston 66.moves in response to operation of the directional control valve device I20, to supply fuel to the engine, such movement actuates lever 81 to effect operation of the interlock valve devices 82 and 83 to close communication between the respective pipes and to open pipes 55 and to the atmosphere. Upon opening of pipe to atmosphere fluid under pressure will be released from'timing chamber 55a in bracket 20 and from diaphragm chamber 44 in the ahead pilot valve device 2I at a rate maintain sufficient pressure in chamber 44 of the ahead pilot valve device 2I to maintain the parts of said valve device in the position for supplying fluid under pressure to pressure chamber I2 for a certain interval of time after operation of the fuel cut-off valve device BI) to supply fuel to the engine. One reason for this delayed or retarded release of fluid under pressure from timing chamber 55a and diaphragm chamber 44 has been hereinbefore described, while another reason is to maintain pressure on the power piston II for a suflicient period of time to insure complete movement thereof into engagement with pressure head I5, during the operation just described.

When the pressure of fluid in timing chamber 55a and in diaphragm chamber 44 of the, ahead valve device 2I becomes sufiiciently reduced, as at the end of the delay period, above mentioned, the spring 46 in said device will return the diaphragm 43 to the position in which it is shown in the drawings, whereupon the valve structure 52 controlled by said diaphragm will act to cut off the supply of fluid under pressure to pressure chamber I2 and to open said chamber to atmosphere for thereby relieving the piston II of pressure of fluid.

After the engine has started in the ahead direction and is running on fuel as above described, the operator may then accelerate the engine to any desired degree by moving the control lever I15 from the Idle position adjacent the start recess I82 in the direction of the legend Ahead as will be apparent.

If the operator now desires to stop the engine he will merely move the control lever I15 back to its neutral position and into the recess IBI for thereby operating the stop valve device I58 to supply air to pipe I64 and thence through the double check valve device 99 and pipe 69 to pressure chamber 68 in the fuel cut-off valve device 60. Piston 66 will thereby be moved to the position in contact with shoulder 10 for moving the fuel control arm 3 to its fuel cut-off position in which it Will then be maintained by the latch 13. With the supply of fuel to the engine thus cut-off the engine will stop.

Now let it be assumed that the engine is operating in the ahead direction with the control lever I75 positioned at the Ahead" side of recess' I82 and'that the operator desires to reverse the engine. To accomplish this he will move the control lever directly to Idle position at the .Astern side of neutral position and then into the start slot I83 and thus effect operation of the ahead valve device I56 to open the ahead control pipe 84 to atmosphere and at the same time effect operation of the astern valve device I51 to supply fluid under pressure to the astern control pipe 85, and to also operate the starting valve device I55 to supply air to the starting air pipe IEJI.

With the reversing piston II in its ahead position in contact with the pressure head I5 and with the reversing interlock structure SI corre' spondingly positioned fluid under pressure supplied to pipe IQI will then flow through the starting interlock valve device 94 to pipe 8 and thus temporarily cause operation of the startin air valve device 5 to supply starting air to the starting air pipe I, as above described.

With piston II in contact with the pressure head I5, the astern interlock valve device 93 opens communication between pipe and pipe 96 so that fluid from pipe 85 will. flow to pipe 95 and thence through double check valve 91, pip 98,

double check valve 99 and pipe 61 to pis ton chamber 68 in the fuel cut-off valve device 69 to thereby effect operation of piston 80 and rod 61 to move the fuel control arm 3 to cut off the supply of fuel to the engine to allow the engine to stop. Pressure chamber 16 below the latch Piston 15 is at this time open to atmosphere through the directional control valve device I29, so that when the piston rod 61 is moved to the position for cut ting off the supply of fuel to the engine, the latch 13 will become effective to hold said rod in said position upon subsequent release of fluid under pressure from pressure chamber 61 by operation 4 of the astern interlock valve device 93, as will be later brought out.

Fluid under pressure supplied to the astern control pipe 85 as above described will also flow to the fuel cut-off valve device 60, and with the fuel to the engine cut off the interlock valve device 83 will be operated to open pipe 85 to pipe 45 so that fluid under pressure will flow past the check valve 63 in the check valve device I52 to the double check valve 51 in bracket 29 and to diaphragm chamber 44 in the astern pilot valve device It. The astern pilot valve device I9 will then operate to supply fluid under pressure to chamber I3 at the right hand face of the power motor piston I I, chamber I2 at the left-hand face of piston I I being at this time open to atmosphere through the ahead pilot valve device 2| since the 9 ahead control pipes 55 and 84 are both open to atmosphere. The pressure of fluid thus provided in chamber I3 will then move the piston II in the direction of the left-hand for thereby operating the gear wheel I1 to turn the reversing shaft I for reversing the valve gear or valve timing of the engine to provide for operation of the engine in the reverse or astern direction.

The initial movement of piston II away from the pressure head I5 will effect operation of the starting interlock valve device 94 to close communication between pipes Iill and 8 and to release fluid under pressure from pipe 8 for thereby efiecting operation of the starting air valve device 5 to cut off the supply of starting air t the engine during the process of reversing the engine valve gear. The starting interlock'valve device 94 will then maintain communication closed between pipes HM and 8 until the piston II substantially attains the position in which it is shown in the drawings, at which time said interlock valve device will operate to again open communication between said pipes. piston I I is operated to substantially reverse the valve timing or gear of the engine, fluid under pressure will again be supplied to the starting air valve device 5 to cause operation of said device to supply pipe 1 to effect starting of said engine to turn in the new direction determined by the reversing shaft I.

Fluid under pressure supplied to pipe 8 for thus effecting operation of the starting air valve device 5 will also flow to pressure chamber I59 in the directional control valve device I29 and therein act to move the friction disk I41 into contact with the end of crank shaft 9. Upon the starting of the engine by air supplied through pipe 1, the rotation of crank shaft 9 will then effect rotation of the friction disk S41 and consequently operation of the directional control valve device I25 to supply fluid under pressure from the astern control pipe 85 to pipe 11 and thence to the latch piston chamber 15, whereupon the latch piston 15 will be moved against the opposing pressure Thus, after the of spring 19 to withdraw the latch 13 from recess 14 in piston rod 61. When the power piston I I substantially attains the position in which it is shown in the drawings, the astern interlock valve device 93 will operate to open pipe 96 to atmosphere so as to thereby release fluid under pressure from piston chamber 68 in the fuel cut-off valve device 69. Thus upon release of the latch 13 from the piston rod 61, spring 12 will return piston 66 to the position defined by contact of the piston with stop 12a, to thereby permit movement of the fuel control lever 3 from the fuel cut-off position to the fuel supply position indicated by line 4. Fuel will then be supplied to the engine so that the engine will fire and operate on fuel.

After the engine is thus operating on fuel the operator will return lever I15 out of the recess I83 into the slot I19 for effecting operation of the starting air valve device I59 to cut off the supply of fluid under pressure to pipe IN and thus to pipe 8. The. starting air valve device 5 will then operate to cut off" the supply of starting air to pipe 1 and thus to the engine, whereupon the parts of the directional control valve device I 29 will return to the positions in which they are shown in the drawings for releasing fluid under pressure from the latch piston chamber 16. Spring 19 will then move the latch 13 into contact with the rod 61 for operation upon subsequent movement of piston 65 to cut off the supply of fuel to the engine.

When piston II is moved from its ahead position to the astern position shown in the drawings, the ahead interlock valve device 92 is operated to open communication between the ahead control pipe 84 and pipe 95, so that when the operator desires to reverse the direction of operation of the engine from astern to ahead, fluid supplied to the ahead control pipe 84 will flow to chamber 58 in the fuel cut-off valve device 60 for actuating said device to cut off the supply of fuel to the engine.

When the fuel cut-off valve device 60 operates to allow fuel to be supplied to the engine as just 0 described the lever 81 is operated to permit operation of the interlock valve devices 82 and 83 to open pipes 55 and 45, respectively, to atmospere. This operation is immaterial at this time insofar as pipe is concerned since said pipe is already at atmospheric pressure, howover, this operation of the astern valve device 83 acts to release fluid under pressure from pipe 45 and thus from timing chamber a and diaphragm chamber 44 of the astern pilot valve device I9 associated with the fluid motor III at a rate determined by the choke 64 to provide the delay period herebefore mentioned. When the pressure of fluid in the astern pilot valve device I9 becomes sufficiently reduced said device will operate to release fluid under pressure from piston chamber I3, so that the power piston II is relieved of pressure of fluid.

astern in response to manual movement of the operators control lever I15 into recess I83, the control apparatus will operate automatically to first cut off the supply of fuel to the engine and at substantially the same time will initiate reversing of the engines valve gear or timing. A slight flow of starting air to the engine will occur at the initiation of the reversing operation, but this is promptly terminated and maintained cut off until after the shifting or reversing of the engine-valve gear or timing has been substantially completed, following which starting. air will be again supplied to the engine, to start it turning in the new direction. After the engine then starts to turn in the new direction fuel will be automatically supplied to the engine so that it may flre and run on fuel. The operator will then actuate lever I to cut off the supply of starting air to the engine following which he may vary the speed of operation of said engine by further movement of said lever.

In the operation just described, reversal of the engines valve gear or timing may be completed with the engine still turning in the direction of previous operation. Thus fluid under pressure will be supplied to pipe 8 resulting in supply of starting air through pipe 1 to the engine before the engine has stopped, but this is desirable since the pressure of such starting air on the engine pistons will act as a brake for promptly bringing the engine to a stop and then be immediately effective to start the engine turning in the new, or astern direction in the present instance, as determined by the reversed valve timing.

The supply of fluid under pressure to pipe 8 immediately upon completing reversal of the engines valve timin and prior to the engine becoming stopped will also cause operation of the directional control device I according to the previous or ahead direction of operation of the engine, or in other words, the ahead Valve device I will be operated to open the ahead control pipe 84 to pipe 11. This last operation is without effect however since pipe 84 is open to atmosphere through the 'operators control valve device at this time. However, after the engine is stopped and then starts turning in the new or astern direction under the pressure of starting air, then the directional control device I20 will operate to actuate the astern valve device I24 to open communication between the astern control pipe 85 and pipe 11 to cause fuel to be supplied to the engine so that the engine may then fire and run on fuel.

In the operation just under consideration it is desired to emphasize that while starting air cannot be supplied to the engine during reversal of the engines timing, it will be supplied immediately at completion of said reversal, and further, the directional control valve device will operate immediately upon reversal of the engines timing but it will prevent supply of fuel to the engine until after the engine has been stopped and then started in the new and intended direction of operation.

If the engine is operating in the astern direction and the operator desires to reverse the engine, he need only move the control lever into the starting recess I32, and the apparatus will then operate to effect such reversal in a manner which Will be apparent from the above description of reversal from ahead to astern.

As above described, the timing chamber 55a in conjunction with choke 64 in either of the flow controlling valve devices 6| or 62 functions to delay release of fluid under .pressure from chamber I2 or I3 at one side or the opposite side of the power piston for a certain interval of time (thirty seconds) after fuel is supplied to the engine to cause it to run. Now if the operator had initiatedstarting of the engine in a. certain direction and then prior to the release of fluid under pres.- sure from the timing chamber 55a and pressure chamber I2 or I3 he suddenly desired to reverse the direction of operation of the engine, it would be undesirable for him to have to wait until the expiratiori of the delay period to relieve the power piston of pressure of fluid previously supplied to obtain operation of said piston to condition the engine for operation in the newly selected direction. According to the invention, the single timing chamber 55a and double check valve 51 act under a condition such as just set forth to substantially eliminate the thirty second delay period and to thereby accelerate the obtaining of the reversal of the engine, as will now be described. 1

Let it be assumed that the operator has actuated the control lever I15 to effect operation of the control apparatus to start the engine in the astern direction, and that, before the fluid under pressure is released from the timing chamber 55a and pressure chamber I3 at one side of the power piston II, he suddenly desires operation of the engine in the ahead direction. To accomplish this he will move lever I15 into the start slot I82 and this operation will release fluid under pressure from the astern control pipe 85 and at the same time will supply fluid under pressure to the ahead control pipe 84. The fuel supply to the engine will then be cut off by fluid under pressure from pipe 84 supplied through the ahead interlock valve device 9| as above described, and the fuel cut-off operation of the fuel cut-off valve device 5|] will open communication between the ahead control pipe 84 and pipe 55 so that fluid under pressure Will be supplied to the upper face of the double check valve 51 in bracket 20 and to diaphragm chamber 44 in the ahead pilot valve device 2| associated with said bracket. At this time, however, the timing chamber 55a and diaphragm chamber 44 in the astern pilot valve device I9 will be charged with fluid under pressure previously supplied through the astern control pipe 45, and as a result, chamber I3 will also be charged with fluid under pressure, but the pressure of fluid in the timing chamber 55a and in diaphragm chamber 44 of the astern valve device I9 Will be reducing at a slow rate through choke 64 in the check valve device 62. The double check valve 51 will, therefore, be subject on its upper side to pressure of fluid from the ahead control pipe 84 and on its lower side to pressure of fluid in the astern pipe 45 which latter pressure will be reducing while the former pressure may be increasing or may be increased to the value for effecting operation of the ahead pilot valve device 2| to supply fluid under pressure to chamber I2 at. the left-hand face of the power piston II. The power piston I I will not move however with chamber I3 still charged wtih fluid under pressure.

However, as soon as the pressure of fluid in the astern pipe 45 effective on the lower face of the double check valve 51 becomes reduced to a certain degree with respect to the pressure of fluid in the ahead pipe 55 acting on the upper face of said double check valve, said double check valve will be shifted to its lower position for disconnecting the timing chamber 55a from the astern pilot valve device I9 and for opening said timing chamber to the ahead pilot valve device 2I. After the timing chamber 55a is thus disconnected from the astern control pipe 45 prompt release of the remaining fluid pressure in diaphragm chamber 44 of the astern pilot valve device I9 will occur through choke 64 in check valve device 62 and consequently the astern pilot valve device will then operate to release the fluid under pressure from pressure chamber I3. The pressure of fluid in chamber I2 will then promptly op- 25 erate piston II for effecting reversal of the valve gear or timing of the engine to provide for operation in the ahead direction. The operation of the other parts of the apparatus will then follow in the same manner as hereinbefore described. I

The structure will also operate in the same manner as just described to expedite starting of the engine in the astern direction in case the operator after initiating ahead operation, suddenly desires astern operation and initiates same prior to release of fluid under pressure from the timing chamber 55a, as will be apparent.

It will now be seen that the single timing reservoir 55a is selectively effective through operation of the double check valve 51 to provide the desired delay in release of fluid under pressure from pressure chambers l3 or l2 after starting the engine in either one direction or in the opposite direction.

It will be further noted that upon operation of the control lever H5 to reverse the engine after operation to start it in one direction but prior to the release of fluid under pressure from the timing reservoir 55a, the double check valve 5! will operate to disconnect the timing reservoir 55a from the first operated valve device, So as to substantially eliminate the normally effective delay period in releasing the actuating fluid pressure from pressure chamber l2 or it and thus accelerate operation of the apparatus to start the engine in the newly selected direction.

Further this operation of the double check valve 51 to disconnect the timing reservoir 55a from the first operated ahead or astern pilot valve device or as soon as the control pressure provided to control the second operated one of said valve device exceeds the reducing control pressure from the other of said valve devices avoids any material waste of the fluid pressure previously supplied to the timing reservoir 55a, and the pressure therein for controlling the said second one of said valve devices need then only be increased from that retained by operation of the double check valve 51 to the usual amount or degree.

Summary From the above description it will now be noted that the control apparatus is automatically operable in response to selective operations of an operators control lever to control the starting, stopping, reversing and fuel supply of a reversible internal combustion engine in a desired and necessary sequence. The reversing means for the engine comprises a power piston movable by fluid under pressure in either one direction or in the opposite direction, as provided by selective operation of either an ahead pilot valve device or an astern pilot valve device, and a timing reservoir is automatically connected to the one of said valve devices which is operated to provide for delaying for a certain interval of time release of fluid under pressure from the power piston in order to insure complete reversal of the reversing means of the engine and to ensure that said reversing means will be maintained in the reversed condition. The structure, however, provides for elimination of this delay period and thus a more rapid reversal of the engine under a condition where the operator might initiate starting of the engine in one direction and then suddenly desire that the engine operate in the opposite direction.

Having now described my invention, What I claim as new and desire to secure by Letters Patent is:

1. An apparatus for controlling the reversing of an internal combustion engine having reversing means operable to condition said engine for operation in either one direction or in the opposite direction comprising in combination, power means operable by fluid under pressure to efiect operation of said reversing means to condition said engine for operation in a selected direction, valve means operable by fluid under pressure supplied to a chamber to supply fluid under pressure to said power means to efiect operation thereof and operable upon release of fluid under pressure from said chamber to release fluid under pressure from said power means, manually operative means operable to supply fluid under pressure to said chamber, other valve means operable to release fluid under pressure from said chamber, and means operable upon conditioning of said reversing means to provide for operation of said engine in said reverse direction to efiect operation of said other valve means.

2. An apparatus for controlling the reversing of an internal combustion engine having reversing means operable to condition said engine for operation in either one direction or in the opposite direction comprising in combination, power means operable by fluid under pressure to eflect operation of said reversing means to condition said engine for operation in a selected direction, valve means operable by fluid under pressure supplied to a chamber to supply fluid under pressure to said power means to effect operation thereof and operable upon release of fluid under pressure from said chamber to release fluid under pressure from said power means, manually operative means operable to supply fluid under pressure to said chamber, other valve means operable to release fluid under pressure from said chamber, means operable upon conditioning of said reversing means to provide for operation of said engine in said reverse direction to efiect operation of said other valve means, and means arranged to restrict the release of fluid under pressure from said chamber but providing for a more rapid rate of flow of fluid under pressure in the direction to said chamber. 7

3. An apparatus for controlling the reversing of an intternal combustion engine having reversing means operable to condition said engine for operation in either one direction or in the opposite direction comprising in combination, power means operable by fluid under pressure to effect operation of said reversing means to condition said engine for operation in a selected direction, valve means operable by fluid under pressure supplied to a chamber to supply fluid under pressure to said power means to efiect operation thereof and operable upon release of fluid under pressure from said chamber to release fluid under pressure from said power means, manually operative means operable to supplyfluid under pressure to said chamber, other valve means controlling communication between said manually operative means and said chamber and operable by fluid under pressure to close said communication and release fluid under pressure from said chamber, and means operable upon conditioning of said reversing means to provide for operation of said engine in said reverse direction to efiect operation of said other valve means.

4. An apparatus for controlling the reversing of and supply of fuel to a reversible engine having reversing means adjustable to provide for operation of said engine in either one direction or in the opposite direction, said apparatus comprising in combination, power means operable by fluid under pressure to effect operation of said reversing means to provide for operation of said engine in a selected direction, valve means operable by fluid under pressure supplied to a chamber to supply fluid under pressure to said power 1neans t effect operation thereof and operable upon release of fluid under pressure from said chamber to release fluid under pressure from said power means, manually operable means operable to supply fluid under pressure to said chamber, fuel control means for controlling supply of fuel to said engine, said power means being operable upon conditioning of said reversing means to provide for operation of said engine in said selected direction, to provide for operation of said fuel control means to supply fuel to said engine, and means operable upon operation of said fuel control means to supply fuel to said engine to close the fluid control communication between said manually operable means and said chamber and to release fluid under pressure from said chamber.

5. An apparatus for controlling the reversing of a reversible engine having reversing means adjustable to provide for operation of said engine in either one direction or in the opposite direction, said apparatus comprising in combination, a power piston operable by fluid under pressure supplied to act on one face to effect adjustment of said reversing means to provide for operation of said engine in one direction and operable by fluid under pressure supplied to act on the'oppositeface to effect adjustment of said reversing means to provide for operation'of said engine in the opposite direction, a first valve means operable by fluid under pressure to supply fluid under pressure to said one face of said piston and operable upon release of fluid under pressure to release fluid under pressure from said one face of said piston, a second valve means operable by fluid under pressure to supply fluid under pressure to said opposite face of said piston and operable upon release of fluid under pressure to release fluid under pressure from said opposite face, manually operable means selectively operative to supply fluid under pressure to actuate either one of said valve means, and release means controlling the fluid pressure supply communication between said manually operable means and each of said valve means, said power means being operable upon conditioning of said reversing means to provide for operation of said engine in the selected direction, to effect operation of said release means to release fluid under pressure from the respective one of said valve means.

6. An apparatus for controlling the reversing means of a reversible internal combustion engine which means is adjustable to provide for operation of said engine in either one direction or in the opposite direction, and for also controlling operation of starting means for said engine and for further controlling the supply of fuel to said engine comprising in combination, power means operable by fluid under pressure to adjust said reversing means to provide for operation of said engine in a selected direction, manually operable means operative to provide fluid under pressure on said power means, said power means being operable upon said adjustment of said reversing means to effect operation of said starting means, fuel control means for said engine, means responsive to rotation of a rotatable part of said engine and operable upon rotation thereof in the direction provided for by said 28 reversing means to effect operation of said fuel control means to supply fuel to said engine and. operable to prevent supply of fuel to said engine withsaid engine stopped or turning in a direction opposite that provided for by said reversing means, and means operable upon operation of said fuel control means to supply fuel to said engine to cut off the supply of fluid under pressure to said power means and to release fluid under pressure therefrom.

'7. An apparatus for controlling the reversing means of a reversible internal combustion engine which means is adjustable to provide for operation of said engine in either one direction or in the opposite direction, and for also controlling operation of starting means for said engine and for further controlling the supply of fuel to said engine comprising in combination, a power piston operable by fluid under pressure effective on one side to adjust said reversing means to provide for operation of said engine in one direction and operable by fluid under pressure effective on, the opposite side to adjust said reversing means to provide for operation of said engine in the opposite direction, one valve means operable by fluid in a first chamber at a pressure exceeding a certain degree to effect a supply of fluid under pressure to act on one side of said piston and operable upon a reduction in pressure in said chamber to below said degree to release fluid under pressure from said one side of said piston, a second valve means operable by fluid in a second chamber at a pressure exceeding a certain degree to effect a supply of fluid under pressure to act on said opposite side of said "piston and operable upon a reduction in pressure in said second chamber to below said certain degree to release fluid under pressure from said opposite side of said piston, manual means selectively operable to supply fluid under pressure to either one of said chambers while venting the other of said chambers, said reversing means being operable upon said adjustment by said piston to effect operation of said starting means, fuel control means for said engine, means responsive to rotation of a rotatable part of said engine and operative upon rotation thereof in the direction provided for by said reversing means to effect operation of said fuel control means to supply fuel to said engine and operative to prevent operation of said fuel control means to supply fuel to said engine with said engine stopped or operating in a direction the reverse of that provided for by said reversing means, and means operable upon operation of said fuel control means to supply fuel to said engine to release fluid under pressure from the respective one of said chambers.

8. An apparatus for controlling the reversing means of a reversible internal combustion engine which means is adjustable to provide for operation of said engine in either one direction or in the opposite direction, and for also controlling operation of starting means for said engine and for further controlling the supply of fuel to said engine comprising in combination, a power piston operable by fluid under pressure effective on one side to adjust said reversing means to provide for operation of said engine in one direction and operable by fluid under pressure effective on the opposite side to adjust said reversing means to provide for operation of said engine in the opposite direction, one valve means operable by fluid in a first chamber at a pressure exceeding a certain degree to effect a supply of fluid under pressure to act on one side of said piston and operable upon a reduction in pressure in said chamber to below said degree to release fluid under pressure from said one side of said piston, a second valve means operable by fluid in a second chamber at a pressure exceeding a certain degree to effect a supply of fluid under pressure to act on said opposite side of said piston and operable upon a reduction in pressure in said second chamber to below said certain degree to release fluid under pressure from said opposite side of said piston, manual means selectively operable to supply fluid under pressure to either one of said chambers while venting the other chamber, a timing volume, valve means controlling communication between said volume and both of said chambers and operable by a preponderance of pressure of fluid in either one of said chambers to open communication between the last named chamber and said volume and to close communication between said volume and the other chamber, fuel control means for said engine, means responsive to rotation of a rotatable part of said engine and operative upon rotation of said part in the direction provided for by said reversing means to effect operation of said fuel control means to supply fuel to said engine and operative to prevent supply of fuel to said engine with said engine stopped or operating in the direction the reverse of that provided for by said reversing means, and means operable upon operation of said fuel control means to supply fuel to said engine to release fluid under pressure from the respective one of said chambers supplied with fluid under pressure.

9. An apparatu for controlling the adjustment of an adjustable member comprising in combination with said member, movable abutment means operable by fluid under pressure to efl'ect adjustment of said member, valve means operable by fluid under pressure supplied to a chamber to supply fluid under pressure to actuate said abutment means and operable upon a reduction in pressure of fluid in said chamber to a certain degree to release fluid under pressure from said abutment means, manually operable means operative to supply fluid under pressure to said chamber, and means controlled by said abutment means operable upon said adjustment of said member to close communication between said manually operable means and chamber and to release fluid under pressure from said chamber.

10. An apparatus for controlling the adjustment of an adjustable member comprising in combination with said member, movable abutment means operable by fluid under pressure to efiect adjustment of said member, valve means operable by fluid under pressure supplied to a chamber to supply fluid under pressure to actuate said abutment means and operable upon a reduction in pressure of fluid in said chamber to a certain degree to release fluid under pressure from said abutment means, manually operable means operative to supply fluid under pressure to said chamber, means controlled by said abutment means operable upon said adjustment of said member to close communication between said manually operable means and chamber and to releas fluid under pressure from said chamber, and means arranged to restrict the said release of fluid under pressure from said chamber and operable to provide for a more rapid flow of fluid under pressure from said manual means to said chamber.

11. A control apparatus comprising a power piston movable in one direction upon supply of fluid under pressure to on side and in the opposite direction upon supply of fluid under pressure to the opposite side, a first valve means operable upon supply of fluid under pressure to one chamher to supply fluid under pressure to said one side of said piston and operable upon release of fluid under pressure from said chamber to release fluid under pressure from said one side of said piston, a second valve means operable upon supply of fluid under pressure to a second chamber to supply fluid under pressure to said opposite side of said piston and operative upon release of fluid under pressure from said second chamber to release fluid under pressure from said opposite side of said piston, a timing volume, a double check valve controlling communication between said volume and chambers and operable by a preponderance in pressure of fluid in either one of said chambers to open said volume to that chamber and to close communication between said volume and the other chamber, and control means operable to supply fluid under pressure to either one of said chambers and at the same time to provide for release of fluid under pressure from the other chamber.

12. A control apparatus comprising a power piston movable in one direction upon supply of fluid under pressure to one side and in the opposite direction upon supply of fluid under pressure to the opposite side, a first valve means operable upon supply of fluid under pressure to one chamber to upply fluid under pressure to said one side of said piston and operable upon release of fluid under pressure from said chamber to release fluid under pressur from said one side of said piston, a second valve means operable upon supply of fluid under ressure to a second chamber to supply fluid under pressure to said opposite side of said piston and operative upon release of fluid under pressure from said second chamber to release fluid under pressure from said opposite side of said piston, a timing volume, a double check valve controlling communication between said volume and chambers and operable by a preponderance in pressure of fluid in either one of said chambers to open said volume to that chamber and to close communication between said volume on the other chamber, control means operable to supply fluid under pressure to either one of said chambers and at the same time to provide for release of fluid under pressure from the other chamber, and means in the communication between said control means and each of said chambers operable to provide for relatively rapid flow of fluid under pressure from said control means to said chambers and operable to restrict release of fluid under pressure from said chamber.

ROY R. STEVENS. 

